Connecting a prime mover driven alternator to a circuit with an existing alternating current

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. Utility application Ser. No. 11/630,233, now U.S. Pat. No. 7,545,124, filed Dec. 20, 2006, which is a 371 of international application PCT/GB05/02753, filed Jul. 11, 2005, which claims priority to United Kingdom Application No. 0415454.8, filed Jul. 9, 2004. The aforementioned applications are hereby incorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates to a method of connecting a prime mover driven alternator to a circuit with an existing alternating current. The present invention also relates to a method of disconnecting a prime mover driven alternator from such a circuit, and to apparatus for such connecting and disconnecting. In particular, the present invention relates to an alternator driven by a Stirling engine to be connected and disconnected to an alternating current mains electricity supply.

BACKGROUND OF THE INVENTION

Apparatus for connecting a Stirling engine driven alternator to an ac mains supply is disclosed in our International Patent Application No. PCT/GB01/00840 and a modification thereof is disclosed in our U.K. Patent Application No. 0402587.0. FIG. 1 of the former application is reproduced herein as <figref idref="DRAWINGS">FIG. 1</figref> and shows a linear alternator <b>10</b> that is driven by a Stirling engine (not shown). The mains supply is shown at <b>20</b> between neutral <b>21</b> and live <b>22</b>. The alternator <b>10</b> is connected between neutral <b>21</b> and live <b>22</b> through two parallel paths <b>30</b> and <b>40</b>. The first electrical path <b>30</b> has a switch <b>31</b> and a meter <b>32</b> in series. The second electrical path <b>40</b> has a first impedance <b>41</b>, a second impedance <b>42</b>, a switch <b>43</b> and a meter <b>44</b> connected in series in that order. A line <b>50</b> extends between impedances <b>41</b> and <b>42</b> to connect to neutral <b>21</b> via two switches <b>51</b> and <b>52</b>.

Connection to the mains supply <b>20</b> is achieved through a sequence of stages corresponding to various arrangements of the switches <b>31</b>, <b>43</b>, <b>51</b> and <b>52</b>. In particular, the switch <b>43</b> allows the alternator <b>10</b> to be connected to the mains supply <b>20</b> initially through impedances <b>41</b> and <b>42</b> thereby limiting the current passing through the alternator <b>10</b>. This ensures that an appropriate force is exerted on the piston of the Stirling engine to initiate its stroke, i.e. a sufficient force is provided to initiate the movement but that is not so large as to cause the piston to be driven into the walls of the piston chamber. The engine may then be connected directly to the mains supply <b>20</b> through path <b>30</b>. The alternator <b>20</b> is disconnected from the mains supply only after the alternator <b>10</b> is stalled by placing impedance <b>41</b> across live <b>22</b> and neutral <b>21</b>.

The mains supply <b>20</b> is used to initiate the piston stroke of the Stirling engine, and so the Stirling engine should be in an operational condition to be able to maintain the reciprocating motion of the piston upon connection of the alternator <b>10</b> to the mains supply <b>20</b>. Specifically, a burner of the Stirling engine is fired to heat one end of the piston cylinder and to raise the temperature of the Stirling engine prior to connection to the mains supply <b>20</b>. There is an optimum time to connect the alternator <b>10</b> to the mains supply that is related to the operational condition of the Stirling engine.

When Stirling engine operation is no longer required, the burner is extinguished and the Stirling engine is allowed to run down. The alternator <b>10</b> is disconnected from the mains supply <b>20</b> during the running down process and, again, there is an optimum time for doing so.

It is an object of the present invention to improve on this background and, in particular, to provide connection to and disconnection from the mains supply with improved timing.

SUMMARY OF THE INVENTION

Against this background, and from a first aspect, the present invention resides in a method of connecting a prime mover driven alternator, arranged to generate a current between two terminals, to an alternating current circuit with an existing alternating current, the method comprising the steps of:

(a) initialising the prime mover so that it reaches a suitable condition to drive the alternator at the frequency of the alternating current in the circuit to which it is to be connected;

(b) measuring a parameter indicative of the amount of electricity that will be supplied or drawn by the alternator when connected to the alternating current circuit;

(c) connecting the terminals of the alternator to a circuit with an existing alternating current to cause the alternator to start movement of the prime mover when the measured parameter reaches a predetermined threshold;

(d) measuring the amount of electricity supplied or drawn by the alternator substantially immediately upon connection; and

(e) updating the value of the predetermined threshold in accordance with the measured amount of electricity.

The Applicant has realised that the optimum time to connect the alternator to the alternating current circuit is related to the amount of electricity drawn from or supplied to the alternating current circuit immediately after connection. If the connection is made too early, the prime mover draws electricity from the alternating current to maintain its motion. If the connection is made too late, the alternator starts delivering significant amounts of electricity to the alternating current circuit straightaway, and hence energy produced by the prime mover is wasted. Accordingly, the optimum time for connection has been found to be when the alternator neither draws nor supplies electricity from the alternating current circuit.

Preferably, the prime mover is a Stirling engine, for example in use in a domestic combined heat and power unit. Such units provide heat to homes, but also generate electricity that is used to supply the home and that is also sold back into the mains supply. In this context, connecting to the alternating current circuit (the mains supply) too late is uneconomical in that electricity that could be sold is not and connecting too early is uneconomical in that electricity is drawn from the mains supply that must be paid for. Moreover, there is a further adverse result in connecting at a non-optimum time in that initiation of the piston stroke may be performed with too much force. This will result in the piston travelling beyond its designed range of movement and this may in turn result in damage to the Stirling engine or undesirable noise.

Thus, the Applicant has realised that the optimum time for connecting the alternator to the mains supply is such that the alternator neither draws nor supplies electricity from/to the mains supply upon connection. Unfortunately, to determine this optimum time requires first connecting the alternator to the alternating current circuit: if the alternator draws electricity, you know you have connected too soon and if the alternator supplies significant amounts of electricity straightaway, you know you have connected too late. The Applicant has realised two approaches around this problem, both relying upon initial calibration of the prime mover engine (or a unit representative of a production run of units, or the like). These approaches will be described in the context of a Stirling engine being connected to a mains supply, but are of course applicable in a general sense. The first approach is to record the time from initialising the Stirling engine to connection and adjusting this in response to the electricity flow measured upon connection. The second approach is based on the realisation that whether the alternator draws or supplies electricity is related to the temperature of the Stirling engine. Accordingly a temperature can be used to trigger connection: the optimum temperature can be found empirically. Thus, time or temperature may correspond to the parameter that is indicative of the amount of electricity that will be supplied or drawn by the alternator when connected to the alternating current circuit. Once a unit (or a representative unit) has been calibrated, it is sent out for delivery configured to operate such that connection is performed according to the predetermined timing or temperature.

Although this approach works well, it is subject to some inaccuracy. For example, where a representative unit is calibrated, differences in prime mover quality can affect operational efficiency. Also, the temperature measurement method relies on even distribution within the Stirling engine, and this is not always the case. Moreover, a one-off calibration of the Stirling engine is not ideal in that any variability in the performance of an engine over its lifetime will lend to a drift away from optimum timing for connection to the mains supply.

Hence, it is preferred that the method according to the first aspect of the invention is performed not only upon initial calibration of a prime mover, but also subsequently in the life of the prime mover. For example, the method may be performed when the prime mover is in operation on site. The method may optionally be performed every time connection is made or it may be performed at regular or irregular periodic intervals. Moreover, the method may be performed throughout the whole lifetime of the prime mover or it may be performed in a select period or select periods of its lifetime.

Optionally, updating the value of the predetermined threshold further comprises increasing or decreasing the predetermined value if the measured amount of electricity shows that electricity is being drawn from or supplied to the alternating current circuit respectively. Preferably, the predetermined threshold is increased or decreased in proportion to the amount of electricity being drawn from or supplied to the alternating current circuit. The proportionate relationship may take one of many forms, e.g. a linear relationship, quadratic relationship, exponential relationship, etc.

Optionally, measuring the amount of electricity supplied or drawn by the alternator comprises measuring the voltage of the alternator and the current flow into or out from the alternator. Preferably, a measure of the product of the voltage and current is used to update the predetermined threshold. It has been found that the product of the voltage and current should be zero at the optimum connection time. Accordingly, the predetermined threshold may be adjusted in proportion to how much the voltage/current product deviates from zero. In practice, connection leading to a range of voltage/current products about zero may be acceptable, e.g.±50 VA.

The present invention also extends to a method of collecting a data file comprising repeatedly connecting a prime mover driven alternator to an alternating current circuit in accordance with any of the methods described above; and logging the value of the predetermined threshold each time connection is made. Data need not be logged every single time a connection is made. For example, data may be logged periodically as this will still allow trends to be identified. The present invention also extends to a data file so collected.

Moreover, the present invention extends to a method of monitoring the performance of a prime mover arranged to drive an alternator thereby to generate a current between terminals that are connected to an alternating current circuit with an existing alternating current, the method comprises determining the variation over time of values of the predetermined threshold logged in such a data file; and analysing the determined variation to identify any trends indicative of a fault in the prime mover. A fault in the prime mover may well become apparent from a number of different types of trends in the logged data. Excessive variation or gradual drifts may indicate a fault, as may a sudden trend to an extreme value.

According to a second aspect, the present invention resides in a method of disconnecting a prime mover driven alternator from an alternating current circuit with an existing alternating current while the prime mover is running down such that the amount of electricity being supplied by the alternator to the alternating current circuit is dropping, the method comprising:

(a) monitoring the amount of electricity supplied or drawn by the alternator while it is running down;

(b) stalling the prime mover when the alternator substantially neither supplies nor draws power from the alternating current circuit; and

(c) disconnecting the alternator from the circuit with an existing alternating current.

The disconnection procedure is more straightforward in that the alternator is connected to the alternating current circuit and so the amount of electricity it draws or supplies can be measured directly before disconnection. According to this aspect of the invention, the prime mover is being run down such that the amount of electricity it supplies to the alternating current circuit is falling. This flow of electricity is monitored and, when it falls to substantially zero, disconnection is performed. Thus, electricity may be sold into a mains supply or the like for as long as possible and disconnection is performed substantially at the last moment before electricity is drawn from the mains supply. Clearly, the optimum time to disconnect is when the flow of electricity is exactly zero, but it will be abundantly clear that advantages will also be provided over a range about zero. For example, the amount of electricity may be determined from the product of the voltage of the alternator and the current flowing through the alternator: determined this way, a range of ±50 VA has been found convenient for triggering the disconnection process. That said, other ranges may also be found advantageous, e.g. ±40 VA, ±30 VA, ±20 VA, ±10 VA or ±5 VA may all be employed.

Preferably, step (b) comprises connecting an impedance in parallel with the prime mover driven alternator having a sufficiently low impedance value to require a current in excess of that which the alternator is able to deliver to prevent the prime mover from driving the alternator and thus stalling the prime mover.

Optionally, the prime mover is a Stirling engine such as a Stirling engine of a domestic combined heat and power unit. Running the Stirling engine down preferably comprises turning a heater of the Stirling engine off so that the Stirling engine gradually runs down as it uses up the heat held in the engine.

The present invention also extends to a method of collecting a data file comprising repeatedly disconnecting a prime mover driven alternator from an alternating current circuit as described above; and logging the time taken during running down of the prime mover substantially until the alternator neither supplies nor draws power from the alternating current circuit. The time taken may be determined from a variety of start points provided they are largely consistent, e.g. when a burner powering the prime mover is turned off. What is important is to record how far into the running down period the disconnection procedure occurs. Disconnection can be determined relative to the actual disconnection itself or when the alternator is determined neither to supply nor draw power from the alternating current circuit. The present invention also extends to a data file so collected.

Moreover, the present invention extends to a method of monitoring the performance of a prime mover arranged to drive an alternator thereby to generate a current between terminals that are connected to an alternating current circuit with a existing alternating current, the method comprising determining the variation over time of times logged in such a data file; and analysing the determined variation to identify any trends indicative of a fault in the prime mover.

From a third aspect, the present invention resides in a controller operative as part of a connector arrangement to connect a prime mover driven alternator to an alternating current circuit with an existing alternating current, wherein the controller is operative to receive a parameter indicative of the amount of electricity that will be supplied to or drawn from the alternating current circuit by the alternator when connected thereto; to compare the parameter with a stored threshold value; to connect the alternator to the alternating current circuit when the parameter reaches the threshold value; to receive a measurement of the amount of electricity supplied to or drawn from the alternating current circuit by the alternator upon connection; and to adjust the stored threshold value in accordance with the measurement such that less electricity should be supplied to or drawn from the alternating current circuit by the alternator when next connected thereto.

The controller may be implemented in hardware or software form, e.g. a personal computer when suitably programmed. The present invention also extends to a computer program comprising program instructions that, when loaded into a computer, produce a controller as described above, and also to a computer program product comprising such a computer program.

From a fourth aspect, the present invention resides in a connector arrangement operative to connect a prime mover driven alternator to an alternating current circuit with an existing alternating current, the connector arrangement comprising the controller described above; parameter means operative to provide the parameter indicative of the amount of electricity that will be supplied to or drawn from the alternating current circuit by the alternator when connected thereto; and meter means operative to provide the measurement of the amount of electricity supplied to or drawn from the alternating current circuit by the alternator.

From a fifth aspect, the present invention resides in a controller operative as part of a connector arrangement to disconnect a prime mover driven alternator from an alternator current circuit with an existing alternating current, wherein the controller is operative to receive a measurement of the amount of electricity supplied to or drawn from the alternating current circuit by the alternator; and to disconnect the alternator from the alternating current circuit when the measurement indicates that substantially no electricity is being supplied or drawn by the alternator.

The controller may be implemented in hardware or software form, e.g. a personal computer when suitably programmed. The present invention also extends to a computer program comprising program instructions that, when locked into a computer, produce a controller as described above, and also to a computer program product comprising such a computer program.

From a sixth aspect, the present invention resides in a connector arrangement operative to disconnect a prime mover driven alternator from an alternator current circuit with an existing alternating current, the connector arrangement comprising the controller described above; and meter means operative to provide the measurement of the amount of electricity supplied to or drawn from the alternating current circuit by the alternator.

Other preferred, but optional, features are set out in the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

An example that illustrates the present invention will now be described with reference to the accompanying drawings in which:

<figref idref="DRAWINGS">FIG. 1</figref> shows a connector arrangement for connecting a prime mover driven alternator to a circuit with an existing alternating current according to the prior art;

<figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>to <b>7</b><i>a </i>show a connector arrangement for connecting a Stirling engine driven alternator to a mains electricity supply according to an embodiment of the present invention, the different Figures showing various switching configurations;

<figref idref="DRAWINGS">FIGS. 2</figref><i>b </i>to <b>7</b><i>b </i>show the corresponding circuits of <figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>to <b>7</b><i>a </i>as simplified equivalent circuit diagrams;

<figref idref="DRAWINGS">FIG. 8</figref> is a further circuit diagram of the connector arrangement of <figref idref="DRAWINGS">FIG. 2</figref><i>a </i>showing relay switches and better reflecting the physical arrangement of components;

<figref idref="DRAWINGS">FIG. 9</figref> shows a control system for controlling the relay switches in the connector arrangement;

<figref idref="DRAWINGS">FIG. 10</figref> shows a sequence that is followed by the control system to connect the alternator to the mains supply;

<figref idref="DRAWINGS">FIG. 11</figref> shows a sequence of steps followed by the control system to disconnect the alternator from the mains supply;

<figref idref="DRAWINGS">FIG. 12</figref> corresponds to <figref idref="DRAWINGS">FIG. 6</figref><i>a </i>but shows an arrangement corresponding to a detuned circuit;

<figref idref="DRAWINGS">FIG. 13</figref> shows the sequence of steps followed to determine the time to connect the alternator to the mains supply the first time the Stirling engine is used; and

<figref idref="DRAWINGS">FIG. 14</figref> corresponds to <figref idref="DRAWINGS">FIG. 13</figref>, but shows the sequence of steps for subsequent connection of the alternator to the mains supply.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

A connector arrangement <b>100</b> for connecting and disconnecting a prime mover driven alternator <b>102</b> to a circuit with a mains electricity supply <b>104</b> is shown in <figref idref="DRAWINGS">FIG. 2</figref><i>a</i>. The connector arrangement <b>100</b> contains an alternator <b>102</b> that is driven by a Stirling engine <b>103</b> in this example. However, any other suitable prime mover such as a gas engine, internal combustion engine or a steam turbine would be suitable. Any suitable alternator may be used, as will be immediately evident to a person skilled in the art, although a linear alternator is presently preferred as it is found to work well with a reciprocating engine such as a Stirling engine <b>103</b>. The mains electricity supply is shown at <b>104</b> and extends between neutral <b>106</b> and live <b>108</b>: the mains supply <b>104</b> acts as a circuit with an existing alternating current.

The alternator <b>102</b> has two terminals <b>110</b> and <b>112</b>, one of which <b>110</b> is connected to neutral <b>106</b> and the other terminal <b>112</b> is connectable to the live <b>108</b> of the mains supply <b>104</b>. A voltmeter <b>113</b> placed across terminals <b>110</b> and <b>112</b> allows the voltage across the alternator <b>102</b> to be measured. The terminal <b>112</b> is connectable to the mains supply <b>104</b> via a capacitor arrangement <b>117</b>, by two parallel paths <b>114</b> and <b>116</b>. The capacitor arrangement <b>117</b> can be adjusted to provide a circuit with an adjustable resonance, thereby allowing the connector arrangement <b>100</b> to be tuned or detuned relative to the initial operating conditions of the Stirling engine <b>103</b>, as will be described in further detail below. The first electrical path <b>114</b> comprises a relay switch <b>118</b> and a current meter <b>120</b> in series. The second electrical path <b>116</b> has a first impedance <b>122</b>, a relay switch <b>126</b>, a second impedance <b>124</b> and a current meter <b>128</b> in series in that order. In this example, the first impedance <b>122</b> is 27Ω and the second impedance <b>124</b> is 10Ω.

As can be seen from <figref idref="DRAWINGS">FIG. 2</figref><i>a</i>, an electrical path <b>130</b> extends from beyond the meter <b>128</b> to connect the neutral <b>106</b> to path <b>116</b> at two connection points <b>133</b> and <b>134</b>. Connection point <b>133</b> is located on the mains supply-side of electrical meter <b>128</b>, whereas connection point <b>134</b> is located between impedances <b>122</b> and <b>124</b>. A relay switch <b>32</b> is provided in the electrical path <b>130</b> adjacent connection point <b>134</b> such that the relay switch <b>132</b> provides an electrical connection between neutral <b>106</b> and live <b>108</b> at point <b>133</b> when in a closed position. The relay switch <b>126</b> in electrical path <b>116</b> is also located adjacent connection point <b>134</b>. When closed, relay switch <b>126</b> completes the electrical path <b>116</b> connecting alternator <b>102</b> to live <b>108</b>. The opposed arrangement of relay switches <b>126</b> and <b>132</b> shown in <figref idref="DRAWINGS">FIG. 2</figref><i>a </i>and <figref idref="DRAWINGS">FIG. 8</figref> is such that, when both are in their open positions, they complete the electrical path <b>130</b> from neutral <b>106</b> to live <b>108</b> via connection point <b>134</b>.

<figref idref="DRAWINGS">FIG. 8</figref> illustrates better the physical arrangement of the components of connector arrangement <b>100</b> and shows that electrical path <b>130</b> passes through a coil of the relay switch <b>118</b> such that the switch <b>118</b> is closed when a current flows through path <b>130</b> (via connecting point <b>133</b> only) to complete electrical path <b>114</b>. The coil has an inherent impedance that is introduced into electrical path <b>130</b>, as indicated at <b>118</b><i>a. </i>

Connection of the alternator <b>102</b> to the mains supply <b>104</b> will now be described.

The circuit shown in <figref idref="DRAWINGS">FIG. 2</figref><i>a </i>is adopted when the Stirling engine <b>103</b> is idle and the alternator <b>102</b> is not connected to the mains supply <b>104</b>. The circuit of <figref idref="DRAWINGS">FIG. 2</figref><i>a </i>can be represented more simply by the circuit shown in <figref idref="DRAWINGS">FIG. 2</figref><i>b</i>. The adjacent switches <b>126</b> and <b>132</b> are both open to connect neutral <b>106</b> and terminal <b>112</b> via connection point <b>134</b> such that the alternator <b>102</b> and capacitor <b>136</b> form a series circuit with the impedance <b>122</b>. The impedance <b>122</b> is selected to be 27Ω as this is sufficient to ensure that the alternator <b>102</b> cannot produce enough current to pass through the impedance <b>122</b>. Hence, the Stirling engine <b>103</b> is stalled and kept in a stationary condition.

To start operation, the Stirling engine <b>103</b> is brought into operating condition by applying heat to one end of its piston cylinder whilst cooling the other end. When the engine <b>103</b> is sufficiently warmed up, the alternator <b>102</b> is connected to the mains supply <b>104</b>. The exact timing of this connection step is described in detail below.

The engine's piston is initiated by connecting the alternator <b>102</b> to the mains supply <b>104</b>. This is achieved by closing the relay switch <b>126</b> as shown in <figref idref="DRAWINGS">FIG. 3</figref><i>a </i>to create an effective circuit as shown in <figref idref="DRAWINGS">FIG. 3</figref><i>b</i>. The action of closing relay switch <b>126</b> breaks the electrical path connecting neutral <b>106</b> and terminal <b>112</b> via connection point <b>134</b>, and instead completes electrical path <b>116</b> to connect the alternator <b>102</b> and capacitor <b>136</b> to the mains supply <b>104</b> via impedances <b>122</b> and <b>124</b> and meter <b>128</b>. The particular total impedance value of the impedances <b>122</b> and <b>124</b> is selected dependant upon the particular Stirling engine <b>103</b> and alternator <b>102</b> combination that is used. In the present example, the total impedance has been selected at 37Ω. This dictates the current supplied from the mains <b>104</b> that passes through the coils of the alternator <b>102</b> and, in turn, dictates the force imported to the moving portion of the alternator <b>102</b> within the coils (in this case, the moving portion is the piston of the Stirling engine <b>103</b>). The force imparted must be sufficient to start movement of the piston and yet must not be so excessive to drive the piston beyond its designed range of movement as this may damage the alternator <b>102</b> or Stirling engine <b>103</b>.

The connection arrangement <b>100</b> of the present invention is particularly suitable for use with a Stirling engine <b>103</b> as the prime mover of the alternator <b>102</b> because the Stirling engine <b>103</b> can be brought into operation rapidly. Furthermore, starting the Stirling engine <b>103</b> by initiating the piston stroke using the mains supply <b>104</b> only requires a small amount of force because the piston is relatively light and can be accelerated from rest very easily. The piston stroke is continued during normal operation of the engine <b>103</b> by linear simple harmonic motion is driven by the alternating current of the mains supply <b>104</b>.

Heating the Stirling engine <b>103</b> prior to connection to the mains supply <b>104</b> ensures that the alternator <b>102</b> produces electricity of a suitable power quality for the mains electricity supply <b>104</b>. Using the alternating current of the mains supply <b>104</b> to initiate the piston stroke ensures the alternator <b>102</b> is driven at the same frequency and in phase with the mains supply <b>104</b>.

The current meter <b>128</b> provided in electrical path <b>116</b> gives an indication of the current that flows through line <b>116</b> upon connection. After connection, the current measured by meter <b>128</b> is checked to ensure that it is within expected values. This check provides an indication that the impedances <b>122</b> and <b>124</b> and contact of the relay switches <b>118</b>, <b>126</b>, <b>132</b> and <b>140</b> are working satisfactorily. The current measured by meter <b>128</b> is read by a controller <b>142</b> that compares it with expected values to ensure that the connector arrangement <b>100</b> is functioning correctly. If the measured value is outside the expected values, the controller <b>142</b> performs an emergency shut-down procedure as is described later.

Under normal circumstances, the reading of meter <b>128</b> will be within expected values and so the controller <b>142</b> causes switch <b>132</b> to close to connect neutral <b>106</b> to line <b>108</b> along electrical path <b>130</b> via connection point <b>133</b>. This switching operation produces the circuit shown in <figref idref="DRAWINGS">FIGS. 4</figref><i>a </i>and <b>4</b><i>b</i>. The controller <b>142</b> makes the switching operation only after a delay of 500 ms after the previous switching operation.

As was explained above, passing a current along the electrical path <b>130</b> from connection point <b>133</b> activates the relay switch <b>118</b> causing switch <b>118</b> to close, thereby producing the circuit shown in <figref idref="DRAWINGS">FIGS. 5</figref><i>a </i>and <b>5</b><i>b</i>. The relay switch <b>118</b> closes after only a short delay and hence the circuit of <figref idref="DRAWINGS">FIGS. 4</figref><i>a </i>and <b>4</b><i>b </i>is merely transitory. Closing switch <b>118</b> completes the electrical path <b>114</b> that links alternator <b>102</b> and capacitor <b>136</b> to mains electricity supply <b>104</b> and shorts out impedances <b>122</b> and <b>124</b>. After a suitable period of time has elapsed for the current through line <b>114</b> to settle (e.g. 100 ms), the current through meter <b>120</b> is checked by the controller <b>142</b> to see whether it is within expected values. If it is not, the controller <b>142</b> initiates emergency shut-down procedures as are described below.

Under normal circumstances, the current will be within normal parameters and the controller <b>142</b> causes switch <b>126</b> to open to break electrical path <b>116</b> that includes impedances <b>122</b> and <b>124</b>. Thus, the alternator <b>102</b> is now connected directly to the mains supply <b>104</b> as shown in <figref idref="DRAWINGS">FIGS. 6</figref><i>a </i>and <b>6</b><i>b</i>. The impedance <b>118</b><i>a </i>in electrical path <b>130</b> is such that there is only negligible current flow along the path <b>130</b>, such that the path <b>130</b> does not short out the alternator <b>102</b>.

With alternator <b>102</b> connected to the mains supply <b>104</b> in this way, normal operation of the Stirling engine <b>103</b> may continue with the alternator <b>102</b> supplying electricity to or drawing electricity from the mains supply <b>104</b>, as conditions dictate.

As described above, operation of the connector arrangement <b>100</b> is managed by the controller <b>142</b> that may be a micro-processor or the like. The controller <b>142</b> is shown in <figref idref="DRAWINGS">FIG. 9</figref> and is provided with data links <b>146</b>, <b>148</b> and <b>164</b> to meters <b>120</b>, <b>128</b> and <b>113</b> respectively, a data link <b>150</b> to the temperature detector <b>144</b> of the Stirling engine <b>103</b>, and a data link <b>162</b> to a timer <b>160</b> (yet to be described). The controller <b>142</b> also has actuation links <b>152</b>, <b>154</b> and <b>156</b> to the relay switches <b>126</b>, <b>132</b> and <b>140</b> respectively. The actuation links <b>152</b>, <b>154</b> and <b>156</b> supply 24V signals to activate the relay switches <b>126</b>, <b>132</b> and <b>140</b>.

The controller <b>142</b> manages switching of the connector arrangement <b>100</b> to connect the alternator <b>102</b> to the mains supply <b>104</b> as described above, and also the timing of the connection as will be described below. Switching of the connector arrangement <b>100</b> can be summarised as follows and as illustrated by <figref idref="DRAWINGS">FIG. 10</figref>.

At <b>200</b>, the Stirling engine <b>103</b> is idle and the alternator <b>102</b> and capacitor <b>136</b> are connected to impedance <b>122</b>, as shown in <figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>and <b>2</b><i>b</i>. This corresponds to the following switching arrangement.

<tables id="TABLE-US-00001" num="00001"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="49pt" align="left" /><colspec colname="1" colwidth="49pt" align="left" /><colspec colname="2" colwidth="119pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>open</entry></row><row><entry /><entry>Switch 126</entry><entry>open</entry></row><row><entry /><entry>Switch 132</entry><entry>open</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

Connection is initiated at <b>202</b>, once the Stirling engine <b>103</b> has passed 180° C., by the controller <b>142</b> activating relay switch <b>126</b> to connect to the mains supply <b>104</b> via impedances <b>122</b> and <b>124</b> (as shown in <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>and <b>3</b><i>b</i>). This corresponds to the following switching arrangement.

<tables id="TABLE-US-00002" num="00002"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>open</entry></row><row><entry /><entry>Switch 126</entry><entry>open → closed</entry></row><row><entry /><entry>Switch 132</entry><entry>open</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

At <b>204</b>, the current flowing through meter <b>128</b> is checked. If abnormal, an emergency shut-down is performed at <b>205</b>. If normal, the controller <b>142</b> closes switch <b>132</b> at <b>206</b>, after a 500 ms delay, to produce the circuit of <figref idref="DRAWINGS">FIGS. 4</figref><i>a </i>and <b>4</b><i>b </i>thereby sending current to relay <b>118</b>. This transitory circuit corresponds to the following arrangement.

<tables id="TABLE-US-00003" num="00003"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>open</entry></row><row><entry /><entry>Switch 126</entry><entry>closed</entry></row><row><entry /><entry>Switch 132</entry><entry>open → closed</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

Current flow through relay <b>118</b> causes its switch to close after a short delay, thereby forming a short-circuit path <b>114</b> to the mains supply <b>104</b> as shown in <figref idref="DRAWINGS">FIGS. 5</figref><i>a </i>and <b>5</b><i>b</i>, and as indicated at <b>208</b> of <figref idref="DRAWINGS">FIG. 10</figref>. This corresponds to the following arrangement.

<tables id="TABLE-US-00004" num="00004"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>open → closed</entry></row><row><entry /><entry>Switch 126</entry><entry>closed</entry></row><row><entry /><entry>Switch 132</entry><entry>closed</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

At <b>210</b>, the current flowing through meter <b>120</b> is checked. If abnormal, an emergency shut-down is performed at <b>211</b>. If normal, and after a delay of 100 ms, the controller <b>142</b> opens switch <b>126</b> at <b>212</b> to break electrical path <b>116</b> through impedances <b>122</b> and <b>124</b>. The alternator <b>102</b> is now connected directly to the mains supply <b>104</b>, as shown in <figref idref="DRAWINGS">FIGS. 6</figref><i>a </i>and <b>6</b><i>b</i>. This corresponds to the following switching arrangement.

<tables id="TABLE-US-00005" num="00005"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>closed</entry></row><row><entry /><entry>Switch 126</entry><entry>closed → open</entry></row><row><entry /><entry>Switch 132</entry><entry>closed</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

The controller <b>142</b> also manages disconnection of the alternator <b>102</b> from the mains supply <b>104</b> using the connector arrangement <b>100</b>, as will now be described.

When it is desired to disconnect the alternator <b>102</b> from the mains supply <b>104</b>, the burner of the Stirling engine <b>103</b> is turned off and the remaining heat in the Stirling engine <b>103</b> is used up with the connector arrangement <b>100</b> remaining as shown in <figref idref="DRAWINGS">FIGS. 6</figref><i>a </i>and <b>6</b><i>b. </i>

As the Stirling engine <b>103</b> burner head temperature drops, a point is reached where power is neither drawn from nor supplied to the mains supply <b>104</b>. The burner head temperature corresponding to this point, at which disconnection occurs, is estimated from information stored from previous disconnections, as is described in further detail below. To begin disconnection, the controller <b>142</b> opens the switch <b>118</b> such that the circuit shown in <figref idref="DRAWINGS">FIGS. 7</figref><i>a </i>and <b>7</b><i>b </i>is realised. The impedance <b>122</b> is placed across the alternator <b>102</b> once more, causing the Stirling engine <b>103</b> to stall because it cannot produce sufficient current to be driven through the impedance <b>122</b>.

Opening switch <b>118</b> breaks the electrical path from connection point <b>133</b> that activates relay switch <b>118</b>. Hence, after a short demagnetisation delay, the switch <b>118</b> opens to disconnect the alternator <b>102</b> from the mains supply <b>104</b>. This returns the connector arrangement <b>100</b> to the state shown in <figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>and <b>2</b><i>b</i>. Substantially less or no arcing is produced upon disconnection because the demagnetisation delay ensures that the alternator <b>102</b> has already stopped.

The disconnection procedure using the connector arrangement <b>100</b> can be summarised as follows and is illustrated in <figref idref="DRAWINGS">FIG. 11</figref>.

Initially, the connector arrangement <b>100</b> is configured for normal operation as shown in <figref idref="DRAWINGS">FIGS. 6</figref><i>a </i>and <b>6</b><i>b </i>and as indicated at <b>220</b> of <figref idref="DRAWINGS">FIG. 11</figref>. This corresponds to the following switching arrangement.

<tables id="TABLE-US-00006" num="00006"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="49pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="126pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>closed</entry></row><row><entry /><entry>Switch 126</entry><entry>open</entry></row><row><entry /><entry>Switch 132</entry><entry>closed</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

The controller <b>142</b> than opens switch <b>132</b> at <b>222</b> to produce the circuit shown in <figref idref="DRAWINGS">FIGS. 7</figref><i>a </i>and <b>7</b><i>b</i>. This places impedance <b>122</b> across the alternator <b>102</b> thereby stalling the alternator <b>102</b>, and stops current flowing through relay <b>118</b>. This corresponds to the following switching arrangement.

<tables id="TABLE-US-00007" num="00007"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>closed → open</entry></row><row><entry /><entry>Switch 126</entry><entry>open</entry></row><row><entry /><entry>Switch 132</entry><entry>closed</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

Lack of current passing through the relay <b>118</b> causes its switch <b>119</b> to open at <b>224</b> after a short demagnetisation delay, thereby disconnecting the alternator <b>102</b> from the mains supply <b>104</b>. The delay is sufficient to ensure that the alternator <b>102</b> has stopped prior to disconnection. This produces the circuit shown in <figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>and <b>2</b><i>b</i>, and corresponds to the following switching arrangement.

<tables id="TABLE-US-00008" num="00008"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="offset" colwidth="42pt" align="left" /><colspec colname="1" colwidth="42pt" align="left" /><colspec colname="2" colwidth="133pt" align="center" /><thead><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry /><entry>Switch 118</entry><entry>open</entry></row><row><entry /><entry>Switch 126</entry><entry>open</entry></row><row><entry /><entry>Switch 132</entry><entry>closed → open</entry></row><row><entry /><entry namest="offset" nameend="2" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

The above disconnection procedure corresponds to a controlled sequence of steps spread over a period of time. However, disconnection may be required more rapidly in an emergency situation, for example because the current detected at meters <b>120</b> or <b>128</b> is outside the normal values. In such an emergency situation, switch <b>132</b> is closed without waiting for the remaining heat from the Stirling engine <b>103</b> to be used up. This should prevent the alternator <b>102</b> from suffering any damage due to operation outside its normal conditions. The remainder of the disconnecting procedure is as explained above.

The method for determining when the alternator <b>102</b> is connected to the mains supply <b>104</b> will now be described with reference to <figref idref="DRAWINGS">FIGS. 13 and 14</figref>. <figref idref="DRAWINGS">FIG. 13</figref> corresponds to the method followed the first time the Stirling engine <b>103</b> is connected to an alternating current circuit, such as the mains supply <b>104</b>. <figref idref="DRAWINGS">FIG. 14</figref> shows the method that is followed on subsequent occasions. The first connection shown in <figref idref="DRAWINGS">FIG. 13</figref> may be performed as part of a pre-delivery inspection and test prior to the Stirling engine being despatched for delivery, or part of a commissioning procedure by an installation engineer, or by a consumer when they first use an installed unit. Moreover, the method shown in <figref idref="DRAWINGS">FIG. 13</figref> may be used subsequently during the engine's lifetime, for example following a system reset or after a service.

Looking now at <figref idref="DRAWINGS">FIG. 13</figref> in more detail, the Stirling engine <b>103</b> is initialised at <b>300</b> by heating one end of its piston cylinder whilst cooling the other end, as has already been described above. The ensuing rise in temperature of the Stirling engine <b>103</b> is monitored at <b>302</b> by the controller <b>142</b> using the temperature detector <b>144</b> via the data link <b>150</b>. The temperature detector <b>144</b> is positioned to measure the temperature of the burner head T_Headof the Stirling engine <b>103</b>.

At <b>304</b>, the controller <b>142</b> determines whether the latest received value for T_Headis greater than 180° C. If not, the controller <b>142</b> continues to read T_Headmeasurements, as indicated by loop <b>306</b>, and compare them to the 180° C. threshold. When a T_Headvalue greater than 180° C. is received, the method continues along path <b>308</b> to <b>310</b> where connection to the mains supply <b>104</b> is effected, as described above. In this embodiment, a single value of T_Head&gt;180° C. is enough for the controller <b>142</b> to effect connection of the alternator <b>102</b> to the mains supply <b>104</b>. Alternatively, other conditions could be set. For example, the controller <b>142</b> may wait until the second, third, etc., instance of a value of T_Head&gt;180° C. before effecting connection, or may use an average of two, three, etc. consecutive values to exceed 180° C. before effecting connection. Such conditions may guard against connections triggered by spurious readings caused, for example, by noise or by temporary “hot spots” around the temperature detector <b>144</b> location that may arise from imperfect heat distribution in the Stirling engine's burner head.

The connection procedure performed at <b>310</b> has already been described in detail. The circuit that corresponds to the moment of connection is shown in <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>and <b>3</b><i>b</i>. As can be seen, path <b>116</b> includes a meter <b>128</b> that monitors the current flowing along path <b>116</b>, i.e. the current flowing from alternator <b>102</b> to mains supply <b>104</b> or vice versa. This current reading is passed to the controller <b>142</b> via data link <b>148</b>. In addition, the controller <b>142</b> also receives the voltage across the alternator <b>102</b> from the meter <b>113</b> via data link <b>164</b>. Hence, at <b>313</b> the controller <b>142</b> determines the product VA of the current and voltage, thereby determining the amount of electricity flowing out of or into the alternator <b>102</b>. Ideally, this product VA should be zero upon connection and should then rise.

The controller <b>142</b> determines the product VA upon connection, either by multiplying single values of current and voltage, or by averaging (either values of current and voltage before determining the product, or the product values themselves). In this embodiment, the controller <b>142</b> measures the current and voltage for a pre-determined period of 5 seconds following connection, and takes an average of the products. This average product VA is compared to a look-up table at <b>314</b> that provides a new threshold temperature T_{Head (thresh)}to be used to trigger connection during the next start-up of the Stirling engine.

The look-up table defines the relationship between the variance of VA from zero and the adjustment to be made to the temperature value that triggers connection. For example, a positive value of VA (in this embodiment, a convention is used such that positive VA's indicate electricity flow from alternator <b>102</b> to mains supply <b>104</b> and negative VA's indicate electricity flow from mains supply <b>104</b> to alternator <b>102</b>) will lead to a decrease from the previously used trigger temperature, i.e. 180° C. in this example as it was the first use of the Stirling engine <b>103</b>. The more positive VA, the greater the decrease from 180° C. This ensures that less electricity should be delivered by the alternator <b>102</b> upon the next connection. Similarly, if VA is found to be negative, then a temperature higher than 180° C. is used for the next connection to try to avoid the need to draw electricity from the mains supply <b>104</b> to motor the Stirling engine <b>103</b>. The more negative VA, the greater the increase in temperature from 180° C. Thus, a new trigger temperature T_Head(thresh)is determined at <b>314</b> that is stored by the controller <b>142</b> at <b>316</b> ready for retrieval by the controller <b>142</b> during the next start-up and connection procedure.

Alternatively, another arrangement may be used that is the same as the arrangement described except where specified otherwise. This alternative arrangement does not rely on voltage measurements from the alternator <b>102</b> and so the voltmeter <b>113</b> is not present in this alternative arrangement. Instead of the power being calculated by the controller <b>142</b> from the current and voltage measurements, the controller uses only current measurements to determine the amount of electricity flowing through the alternator <b>102</b>. In other words, in this alternative arrangement the controller does not calculate the product of the current and voltage (VA) to determine the amount of electricity flowing through the alternator <b>102</b> but instead uses the current (A) measurement only.

Ideally, the current A should be zero at the connection time in this alternative arrangement. A similar look-up table is used to that described above. However, this look-up table is based on the current A to define the relationship between the temperature value and the amount of electricity flowing (and its direction) through the alternator <b>102</b>. A negative value of the current A corresponds to electricity flowing from mains supply <b>104</b> to alternator <b>102</b> and a positive value of the current A corresponds to electricity flowing from alternator <b>102</b> to mains supply <b>104</b>.

<figref idref="DRAWINGS">FIG. 14</figref> shows the method followed for the next and other subsequent start-up procedures. This method essentially corresponds to the method of <figref idref="DRAWINGS">FIG. 13</figref>, and so repetitive description will be avoided and corresponding reference numerals are merely incremented by 100.

The method of <figref idref="DRAWINGS">FIG. 14</figref> differs in that, at <b>404</b>, the values of T_Headare compared against the stored value of T_Head(thresh), rather than a fixed temperature of 180° C. When T_Head(thresh)is exceeded (however determined, as discussed above), the controller <b>142</b> initiates connection to the mains supply <b>104</b> at <b>410</b>, as described with reference to <figref idref="DRAWINGS">FIG. 13</figref>.

A value of T_Head(thresh)is determined at <b>414</b>, as discussed with respect to <b>314</b> of <figref idref="DRAWINGS">FIG. 13</figref>. If this value varies from the current value of T_Head(thresh)by more than an allowed range, the stored value is updated by the controller <b>142</b> at <b>416</b>.

Hence, in this way an adaptive system is realised that ensures the optimum connection time is determined quickly and is followed thereafter. Moreover, any drift in the optimum connection temperature will also be followed by this adaptive method.

The exact nature of the look-up table will depend upon the particular Stirling engine <b>103</b> and alternator <b>102</b> arrangement. More specifically, the particular arrangement will determine the relationship between the variation from zero and the size of the correction to T_Head(thresh). As will be appreciated, the values may be determined empirically. Moreover, the choice of the exact implementation may be chosen freely. For example, a look-up table using values placed into bands is used in this embodiment: the choice of how many bands and their widths can be freely chosen. Furthermore, a look-up table need not be used. Instead a relationship may be determined for the controller <b>142</b> to use, e.g. Z=−KY+A where Z is the required change in the trigger temperature T_Head(thresh), Y is the value for the product VA, and K and A are constants that may be determined for a particular Stirling engine by experiment, for example.

The method for disconnecting the alternator <b>102</b> from the mains supply <b>104</b> is more straightforward than the method of connection, and is the same for the first and all subsequent disconnection procedures. It can be summarised as:

(1) the heater of the Stirling engine <b>103</b> is turned off and heat is slowly used up by the engine <b>103</b> as it runs down, as described above;

(2) during this running down, the controller <b>142</b> measures the product VA using the meter <b>113</b> to measure the voltage across alternator <b>102</b> and the meter <b>120</b> via data link <b>146</b> to measure the current (at this point, the circuit is in the configuration shown in <figref idref="DRAWINGS">FIGS. 6</figref><i>a </i>and <b>6</b><i>b</i>); and

(3) when VA is determined to have reached zero, the controller <b>142</b> effects disconnection of the alternator <b>102</b> from the mains supply <b>104</b>, as described previously.

Determining when VA reaches zero can be performed in different ways. For example, disconnection can be effected as soon as a value of the product VA reaches zero (or becomes negative). Alternatively, as described above with respect to the connection method, two, three or more zero or negative values may be required to trigger disconnection, or an average over consecutive values may be used.

In the alternative arrangement without the voltmeter, the controller <b>142</b> will monitor the value of the current A to determine when disconnection should take place (when the current A falls to zero).

The above connection and disconnection methods enjoy the following advantages: <ul id="ul0001" list-style="none"><li id="ul0001-0001" num="0000"><ul id="ul0002" list-style="none"><li id="ul0002-0001" num="0109">they allow smooth, quiet connection and disconnection, to the benefit of the user;</li><li id="ul0002-0002" num="0110">they reduce the likelihood of over-travel in the Stirling engine's piston, that may otherwise cause damage to the engine <b>103</b> or cause a shutdown of the engine <b>103</b> that requires a service call-out to reset the engine <b>103</b>; and</li><li id="ul0002-0003" num="0111">they ensure economical operation of the Stirling engine <b>103</b> with reduced drawing of electricity from the mains supply <b>104</b> to motor the engine <b>103</b> and fewer missed opportunities to sell electricity to the mains supply <b>104</b> or to provide electricity to the user.</li></ul></li></ul>

The above are descriptions of controlled connection and disconnection procedures performed during normal operation. However, the emergency shutdown procedures mentioned above take precedence and will be implemented in favour of the controlled connection and disconnection procedures if abnormal readings are measured by any of the meters <b>120</b>, <b>128</b> or <b>113</b>. Emergency shut-down sees the alternator <b>102</b> disconnected from the mains supply <b>104</b> immediately, i.e. without waiting for the product VA (or the current A in the alternative arrangement where only current is measured) to fall to zero.

Data may be collected during the connection and disconnection procedures to allow diagnosis of the performance of the Stirling engine <b>103</b>. During the connection procedure, the controller <b>142</b> calculates a new value for the threshold temperature T_Head(thresh)each time connection is performed that is used for the next connection. In addition, the controller <b>142</b> saves the new value T_Head(thresh)to a data file that logs the threshold temperature T_Head(thresh)calculated by the controller <b>142</b> upon each connection. As the performance of the Stirling engine <b>103</b> varies, the temperature of the burner head of the Stirling engine <b>103</b> at which current is neither supplied nor drawn to the alternating current circuit when the alternator is connected will also vary. This change in ideal connection temperature can be identified in the data file that is recorded as trends in the variation of threshold temperatures T_Head(thresh)stored therein.

In addition, the controller <b>142</b> also creates a further data file that logs data accumulated during disconnection procedures. A timer (not shown) is used that times the interval between when the heater of the Stirling engine <b>103</b> is turned off at step (1) described above and when the controller <b>142</b> measures the product VA to be zero at step (2) described above. This time is supplied to the controller <b>142</b> and is stored in the further data file. The data file may later be analysed to look for variations in the time taken for the running down procedure. This time will be indicative of the performance of the Stirling engine <b>103</b> and any variation in the timings may indicate a fault in the operation or condition of the Stirling engine <b>103</b>.

In this way, data can be collected and later analysed that is indicative of the performance of the Stirling engine <b>103</b>. The data collected during connection procedures is likely to complement data collected during the disconnection procedure. Hence, analysis of this data may lead to the indication of a fault within the Stirling engine <b>103</b> and/or of gradual deterioration in the performance of the Stirling engine <b>103</b>. Thus, the method may indicate a fault within a Stirling engine that needs immediate attention or may indicate a developing fault within a Stirling engine <b>103</b>. this will require attention in time.

A further improvement to operation of the above circuits will now be described. As mentioned above, an adjustable capacitor arrangement <b>117</b> is placed on the live-side of the alternator <b>102</b> to provide an adjustable resonance that allows the circuit to be tuned or detuned relative to the initial operating frequency of the Stirling engine <b>103</b>. The capacitor arrangement <b>117</b> comprises a first capacitor <b>136</b> placed in series and adjacent to the alternator <b>102</b>, and a second capacitor <b>138</b> and relay switch <b>140</b> placed in parallel around the first capacitor <b>136</b>. The capacitances of the first <b>136</b> and second <b>138</b> capacitors are 40 μF and 5 μF respectively. With switch <b>140</b> open, as shown in <figref idref="DRAWINGS">FIGS. 2</figref><i>a </i>to <b>7</b><i>a</i>, current may flow through the first capacitor <b>136</b> only and so the alternator <b>102</b> sees a capacitance of 40 μF: this corresponds to a circuit between points X and Y that is tuned to the operating frequency of the Stirling engine <b>103</b> when started from cold. With switch <b>140</b> closed, as shown in <figref idref="DRAWINGS">FIG. 12</figref>, current may flow through both first <b>136</b> and second <b>138</b> capacitors and so the alternator <b>102</b> sees a capacitance of 45 μF: this corresponds to a circuit between points X and Y that is detuned relative to the initial operating frequency of the Stirling engine <b>103</b>, but that is tuned to the operating frequency of the Stirling engine <b>103</b> when at its normal working temperature.

We have found that it is best to use a circuit for connecting the alternator <b>102</b> to the mains supply <b>104</b> upon starting the Stirling engine <b>103</b> from cold conditions that is tuned to these cold conditions. Such a circuit corresponds to switch <b>140</b> being open as shown in <figref idref="DRAWINGS">FIG. 2</figref>, that is with the impedance <b>122</b> across the alternator <b>102</b> to keep the Stirling engine <b>103</b> stationary and with switch <b>140</b> open to provide a tuned circuit when connection is desired. Such a tuned circuit provides minimal residual inductance between points X and Y. We have found this to be beneficial as it reduces starting transients that may otherwise cause internal collisions of the piston and displacers of the Stirling engine <b>103</b> during connection to the mains supply <b>104</b>. Transients occur during start-up in cold conditions due to an increase in the helium pressure in the Stirling engine <b>103</b> that accompanies heating of the engine <b>103</b>. The pressure rise causes the resonant frequency of the gas spring that ensures reciprocating motion of the piston to change. It is the resonant frequency of the gas spring that determines the frequency of the signal produced by the alternator <b>102</b>.

However, we have also found that in order to maintain stable operation of the Stirling engine <b>103</b> when connected to the mains supply <b>104</b>, particularly where the engine <b>103</b> temperature is high, use of a detuned circuit that is detuned relative to the initial operating frequency of the Stirling engine <b>103</b> is beneficial. Preferably, the resonant frequency may be adjusted such that it follows the resonant frequency of the Stirling engine <b>103</b> as it comes up to working temperature. This is achieved by increasing the capacitance between points X and Y.

In one embodiment of the present invention, the time elapsed since operation of the Stirling engine <b>103</b> was first started by heating the engine <b>103</b> is counted with a timer <b>160</b>. The timer <b>160</b> is connected to the controller <b>142</b> via a data link <b>162</b>. Obviously, the temperature of the engine <b>103</b> rises during this period and passes 180° C. such that connection of the alternator <b>102</b> to the mains supply <b>104</b> is initiated. When seven minutes has elapsed, operation in tuned-circuit mode is switched to operation in detuned-circuit mode.

Similarly, operation of the switch <b>140</b> is performed during the disconnection process to switch from detuned operation to tuned operation. Whilst this can be performed using a fixed time delay from when the heater of the Stirling engine <b>103</b> is turned off, it is presently preferred to operate switch <b>140</b> when the engine head temperature passes through a set temperature of 200° C. as measured by the temperature detector <b>104</b>. This temperature is such that, generally, the connector arrangement <b>100</b> is set to tuned circuit mode before VA (or the current A in the alternative arrangement) reaches zero and the disconnection process begins.

It will be evident to the skilled person that variations may be made to the above embodiment without departing from the scope of the claims.

<figref idref="DRAWINGS">FIGS. 2 to 8</figref> shows a circuit indicating a Stirling engine <b>103</b> to be connected to a mains supply <b>104</b>. The Stirling engine <b>103</b> may be part of a domestic combined heat and power unit. However, the circuit is but merely an example of a circuit for connecting a prime mover driver alternator to a circuit with an existing alternating current and many other possibilities exist. Some of the other possible prime movers, and corresponding connecting circuits have been described above, others are described below.

The above embodiment uses a timer to count the time elapsed since starting the Stirling engine <b>103</b> and that causes the controller <b>142</b> to trigger the switch from tuned to detuned relative to the initial operating conditions of the Stirling engine <b>103</b>. However, other parameters could by used such as the engine's internal pressure e.g. the pressure of the working gas (Helium), of the engine <b>103</b> or any other signal related to the natural frequency of the Stirling engine <b>103</b>. Alternatively, the temperature of the Stirling engine <b>103</b> that is measured directly by temperature detector <b>144</b> may be used to trigger switching between tuned and detuned operation.

Specifically, the controller <b>142</b> periodically reads the temperature measured by the temperature detector <b>144</b> located in the Stirling engine <b>103</b> via the data link <b>150</b> every fifteen seconds. The controller <b>142</b> compares the temperature measured to a threshold temperature of 300° C. to determine whether the measured temperature is higher or lower than the threshold. The controller then compares this value with the current state of switch <b>140</b> and activates the switch <b>140</b> via actuation link <b>156</b> if necessary, according to the following logic table.

<tables id="TABLE-US-00009" num="00009"><table frame="none" colsep="0" rowsep="0"><tgroup align="left" colsep="0" rowsep="0" cols="3"><colspec colname="1" colwidth="91pt" align="center" /><colspec colname="2" colwidth="56pt" align="center" /><colspec colname="3" colwidth="70pt" align="center" /><thead><row><entry namest="1" nameend="3" align="center" rowsep="1" /></row><row><entry>TEMPERATURE</entry><entry>SWITCH STATE</entry><entry>ACTION</entry></row><row><entry namest="1" nameend="3" align="center" rowsep="1" /></row></thead><tbody valign="top"><row><entry>low</entry><entry>open</entry><entry>none</entry></row><row><entry>high</entry><entry>open</entry><entry>close switch</entry></row><row><entry>high</entry><entry>closed</entry><entry>none</entry></row><row><entry>low</entry><entry>open</entry><entry>open switch</entry></row><row><entry namest="1" nameend="3" align="center" rowsep="1" /></row></tbody></tgroup></table></tables>

This process is performed continuously and is wholly independent of the connection and disconnection procedures described above, i.e. operation of relay switch <b>140</b> by the controller <b>142</b> is independent of the operation (and its timing) of relay switches <b>118</b>, <b>126</b> and <b>132</b>. Exactly when the threshold temperature is reached is dependent upon several factors, such as the starting temperature of the Stirling engine <b>103</b> (as influenced by the ambient temperature or time elapsed since previous operation of the engine <b>103</b>) and heat applied to the engine <b>103</b>. Accordingly, operation of switch <b>140</b> may occur while the engine <b>103</b> is being heated prior to initiation of the piston with the connector arrangement <b>100</b> corresponding to <figref idref="DRAWINGS">FIG. 2</figref><i>a</i>, connection of the alternator <b>102</b> to the mains supply <b>104</b> with the connector arrangement <b>100</b> corresponding to any of <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>to <b>5</b><i>a</i>, or after connection is complete with the connector arrangement <b>100</b> corresponding to <figref idref="DRAWINGS">FIG. 6</figref><i>a</i>. Similarly, operation of the switch <b>140</b> may occur during disconnection as the Stirling engine <b>103</b> is stopped and allowed to cool.

The above embodiment uses but merely one type of capacitor arrangement <b>117</b> that allows the capacitance between points X and Y to be varied. The choice of capacitance values can be varied to suit needs and other alternatives such as a variable capacitor at <b>138</b> or at <b>136</b> may be used. In fact, the capacitor arrangement <b>117</b> could be replaced by a single variable capacitor. Use of variable capacitors may be beneficial as this would allow flexible and continuous tuning of the connector arrangement <b>100</b> to the operating frequency of the Stirling engine <b>103</b> under all operating conditions, whilst giving rise to only minimal losses within the circuitry at all times. This may be implemented using a feedback loop, for example.

Moreover, using a variable capacitance is but only one way of switching the connector arrangement <b>100</b> between tuned and detuned operation. For example, an arrangement of inductors may be used in the place of capacitors such that the connector arrangement <b>100</b> is provided with a variable inductance rather than with a variable capacitance.

The values of impedances <b>122</b> and <b>124</b> are merely offered as examples and are in no way intended to be limiting. The values of impedances <b>122</b> and <b>124</b> may be freely varied.

The invention in its broadest sense applies to connection of a prime mover driven alternator to a circuit with an existing alternating current. As such, the Stirling engine <b>103</b> of the above embodiment is presented merely as an example of a prime mover that drives an alternator <b>102</b> and the mains supply <b>104</b> is but merely an example of a circuit having an alternating current.

The use of a mechanically activated switches is preferred, but not essential, to perform the shutdown sequence, rather than using an external timing device as it enables shut down to be performed even in the event of loss of supply. The connector arrangement <b>100</b> described above provides both a reliable mains supply connection and a safe instant disconnection in the event of a loss of the mains supply <b>104</b>. The connector arrangement <b>100</b> is able to provide both connection and disconnection from the mains power supply <b>104</b> with the same components thus lowering the component count by providing dual functionality.

As well as using the full connector arrangement design, part of the connector arrangement may be used for a particular connection or disconnection application. For example, the disconnection circuit could be used for a stand alone generator and the connection circuit could be used for grid independent starting.